Road test: 2006 Pontiac G6 GTP Coupe

Road test: 2006 Pontiac G6 GTP Coupe

byJohn LeBlanc | August 10, 2011

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2006 Pontiac G6 CoupeHandout

The best practice is to have objectivity riding shotgun whenever road testing a new car. Worrying about the parent company’s financial future or daydreaming about previous experiences with former models (car, not fashion) is a big road tester no-no.

Independence, impartiality, neutrality and detachment are the steps that lead to the zen of testing — living in the present.

Nonetheless, and despite what the Editrix thinks, we’re all human. Admittedly, bias creeps into our thoughts. Especially when approaching something new such as the Pontiac G6 GTP Coupe, a car that has more baggage than a travelling circus.

Overall, when the new G6 sedan was launched last year, it was considered light years ahead of its predecessor — the geriatric Grand Ma, er, Am — in both ride quality and handling response. But, considered against established players such as the Mazda6 or Volkswagen Jetta, the first-ever G6 underwhelmed.

Can the appeal of a sexy, two-door body style and GTP-spec performance upgrades allow my previous G6 baggage to be left at the door?

For starters, the 2006 G6 GTP Coupe is a looker, at least when driving away.

Although less two doors, the coupe’s exterior and chassis dimensions are exactly the same as the sedan’s. There are no changes to the front of the car, where the Coupe shares the G6 sedan’s austere styling. But its swoopy rear is reminiscent of a Nissan Z, especially the way the tail lights stretch into the rear fenders.

As in the G6 sedan, seat-to- pedals-to-shifter relationships are exemplary. A tilt-and-telescoping steering wheel is standard and there’s a sprinkling of plasti-chrome throughout the interior that will remind you that you’re in a Pontiac. But the interior plastics’ quality and fit and finish are no better than a Honda Accord from about two generations back.

There’s still no dead pedal, even if you specify the six-speed manual transmission that negates the standard four-speed automatic ($330 from your bill) and the remote vehicle starter and power-adjustable pedals from the features list.

Where the G6 two-door improves upon the sedan is with some of the best front buckets in any General Motors vehicle, with support and comfort reminiscent of Saab chairs. The optional two-tone leather trim scheme is also upscale Saabish.

The base G6 GT Coupe ($27,995) comes with the sedan’s 201-horsepower, 3.5-litre V6, a moanful mill that will have you flipping the Yellow Pages for an exorcist. Add a P to the alphanumeric equation (and $1,890), however, and Pontiac coughs up not only 18-inch aluminum wheels, dual chrome exhaust and stability/traction control, but also the one item that should get your attention if you like to drive — a 240-hp, 3.9L V6 with variable intake valve timing and a variable intake manifold.

Objectively, 240 horses might not sound special, what with the Accord Coupe V6 and the new Eclipse GT V6 having four and 23 additional hp respectively. And both being quicker to 100 kilometres an hour than the Pontiac.

Subjectively, though, and compared with the 3.5L unit, the GTP’s larger powerplant is a hoot. Immediate in its response, from low in the revs all the way to its 6,000-rpm redline, the larger V6’s smoothness might fool you into thinking you have a small-block V8 underfoot. And Pontiac has slackened the electronic nannies, so you can easily chirp the tires right through to third gear in the wet.

Hats off to Pontiac’s commitment to making the six-speed stick available. I just wish it were a little more refined in its use — the second-to-third gear shift is especially graunchy. And the need to have the box in Reverse to remove the ignition key? Huh? When did Saab engineers sneak into the Pontiac offices?

Compared with the G6 sedan, the GTP Coupe’s suspension tuning is a little firmer, with stiffer front and rear anti-roll bars, and the electric power steering is a little quicker, at 2.7 turns lock-to-lock. But inconsistent is a good way to describe both the handling and steering.

The generous 18-inch rubber initially grabs on in hard cornering. But, then, the car begins to lean quite a bit, negating any confidence you may have had. And, like the G6 sedan, pockmarked roads deliver a sequence of float, crash and bang that will make you think it’s time for new shocks. The variable-assisted electric power steering has little feel and it’s just too light.

Look, I tried the independence, impartiality, etc., thing. In fact, I tried really hard. But the final verdict is similar to that of a lot of domestic cars launched over the past 20 years.

Is the G6 GTP Coupe better than its predecessor? Definitely. Kudos to Pontiac for the car’s styling, seating and available performance upgrades.